Fuel supply and injection means



NOV. 1, 1932.. J, GOLDBERG 1,886,248

FUEL SUPPLY AND INJECTION MEANS Original Filed April 19, 1926 4 Sheets-Sheet 1 INVENTOR ATTORN EY Nov. 1, 1932.. M. J. GOLDBERG FUEL SUPPLY AND INJECTION MEANS 4 Sheets-Sheet 2 Original Filed April 19 1 vpm w w w un\ m. n H w a w o w. 2? 1.... 6 X 7 k a 5 5 7 6 5 3 0 l m u Wu Bf 0% W. 3 7 x w a a, M 7 J a A a z: i, w W QQQQQQJM o n m v1 w w% w fi g m How HGZ

lNVENTOR M08816 J60; panes ATTORNEY Nov. L 1932. M. .1. GOLDBERG FUEL SUPPLY AND INJECTION MEANS 1926 4 Sheets-Sheet 3 Original Filed April 19 Ill l NVENTOR More/5 $604 56696 ATTORN EY NOV. 1, 1932. M J GOLDBERG 1,886,248

FUEL SUPPLY AND INJECTION MEANS Original Filed April 19, 1926 4 Sheets-Sheet 4 INVENTOR Mme/m J 604 1755196 ATTOR N EY moms J. GOLDBERG, OFBELOIT, wrsconsm, AssIenoa T FAIRBANKS, Mensa or cmcaeo, ILLINOIS, A CORPORATION or rumors Patented Nov. '1, 1932 UNITED! STATES PATENT arms 1 a co.

FUEL SUPPLY AND INJECTION MEANS briginal application filed. April 19, 1928, Serial No. 103,034, Patent No. 1,836,236, dated December 15, 1931.

amuse and an. application filed m 1, 1927. Serial No. coarse.

This invention relates improvements in fuel supply and injection means, and especially to improvements in the fuel supply system and fuel injection apparatus used on internal combustion engines of the solid injection type. v l The subject matter of this application constitutes a division of that originall included in my co ending application of erial N0.

ed April 19, 1926.

An object of this invention is to produce a compact, simple and eflicient injection pump mechanism and fuel supply system for engines of the above named class.

A further object of this invention is the production of. a complete system for supplymg liquid fuel to the various cylinders of an internal combustion engine, which system may be actuated from a common source of motion, one which will automatically maintain a uniform supply of fuel at a desired level, and which will supply fuel to the va-' rious cylinders of an internal combustion engine at relatively uniform periods and atia constant pressure.

tion, simplicity of operating'means, and fur- I A further object is an improved arrangement of injection and fuel pumps with respect to suitable compartments or chambers, with a view toward compactness of constructher, to prevent admixture of fuel and lubricating oils. 1

A still further object of this invention is the creation of an injection pump mechanism which isespeciallyadapted for use with a governor of the rotatable-sleeve type. A. governor of this class which was especially designed for use with the present injection pump mechanism is described in my copending application, Serial No. 202,957, dated July. 1, 1927, issued as Patent No. 1,790,912,

February 3, 1931.

Another object of this invention is obtained in the construction of an injection pump and a fuel supply pump, each of which consist of a'minimum number of parts; which are easy and economical to manufacture, and WhlCh require a minimum amount of regulatory adjustment.

Further objects and advantages of this Invention will appear from the drawings and the following detailed description. A It will be observed that the space relation: ship, the proportion and construction of the pump plungers, body-members, valves, and

. fluid connections may be varied substantially without departure from the scope of this in vention; also that the described pumps may be used with a suitable governor of any other type, or may be used apart from any. governor mechanism; the specific examples illustrated and described being merely illustrative and executional examples in response to the-statutory requirements relating to applioperating cam and tappet assembly; ig. 4

is a sectional elevation of the fuel supplypump, and a suggested 0 crating means therefor, and. showing the uel supply connections to the engine Fig. 5 is an end elevation, partly in section, showing the starting and stopping control means and its connection with the injection pumps.

In the description of the drawings, the

reference characters used in my above mentioned copending. application, Serial No. 103,034, of which the present case isia division, have been preserved in order better to coordinate the different parts. and functions of the mechanism described in these cases.

Referring by numerals to the drawings, the

moving parts of the present device'may be enclosed in suitable housings, such as shown at'20 and 22. I In lieu of the two separate enclosing'members described a sin 1e enclosure may be employed if preferred. E casting and assembly ordinarilj warrant the use of scribed. A suitable level of oil may be maintained in either or both of these housings, by

which the moving parts are self-lubricated.

the two enclosing members as do conomy inthrough an ordinary splash action. Into one orboth of the housings 20 and 22, a shaft projects which is driven by the engine. In

the present instance one end' of'the crank shaft 23 provides the source of motion for operating the pumps. Above housing and attached thereto is located a. container I prefer to provide one of such suction valves for each of the injection pump plungers. The chamber 56 is preferably kept full of llquld fuel during the normal operation of I the engine by means of a fuel supply pump,

hereinafter described. The level of the fuel in chamber 56 is automatically determined by means'of an over-flow drain 58 (see Fig. 2) and is preferably such that the injection pumps and "valves are completely submerged in the liquid fuel or oil. Within the body of each of the injection pumps is a. pulsation chamber 59, into which fuel is drawn through .suction valves 42. The suction valves are mechanically operated by cams 41, through rollers 43, valve rod and valve tappets 61. The tappets and the rods work against the pressure of a spring 62. From the shape of cam 41, (see. Fig. 3) it will be seen that valves 42 are held open at 'all times, excepting when rollers 43 drop into the depression 63 in the surface of the cam. It will be evident from the illustrated construction, that by control; P

ling the timeof the closing of the suction valves 42, the quantitvof fuel injected, and hence the speed of the engine, will be controlled, and that the time of closing will be determined by the relative position of cam 41, which operates the pump suction valves, and cam 38, which operates the plungers 39 of the injection pumps. The relative position of the cams 41 and 38 may be controlled by means of the governor mechanism described in my copending application, Serial No. 202,957 filed July 1, 1927, issued as Patent No.-1,790,912, February 3, 1931. This governor mechanism is effective in controlling the relative operation of these cams through a,

1 closed earlier .or later in the displacement sleeve 35, on which is mounted one of the cams, preferably cam 38, as shown in Fig. 1. Briefly described, the governor comprises weights 44, pivoted at 44' on projections or arms 45 which may consist of portions formed integrally with the sleeve 35. The governor weights are preferably connected to the cam 41 by means of links (not shown), which engage pins 47. The centrifugal action of the governor weights is adjustably spring opposed, and so imparted to the pins 47 as to give a partial rotating movement tothe cam 41, relative to the sleeve 35.by which it is carried. In this manner, the valve 42 is stroke of the plunger 39, thus controlling fuel delivery by the injection pump. By preference, the entire governor assembly is mounted on the described sleeve 35 which is fitted over the end of the crank shaft 23 and adjustably altltafched thereto by bolts 36 threaded into the s a t.

ing the bolts, the sleeve may be partly rotated The sleeve is providedfiwith curved slots 37 receiving bolts 36, so that by loosenabout theshaft 23 in order to effect changes in the timing of the injection pumps relative of a spring 66. An outlet valve 67 is preferably provided which communicates with pipes 68, one of these leading to each of the cylinders of the engine, (not shown).

For abrupt termination of the injection period the use of some form of by-pass is advisable, such as that shown at 69, which has a stem or guiding portion 70. Plunger 39 strikes stem 7 O of by-pass valve 69 before the plunger reaches the upper'end of its stroke, thereby abruptly ending the injection.

As a means of preventing possible leakage of fuel oil down past the plungers 39 and tappets .61, I prefer to employ a partition 73, provided with suitable bushings through which the tappets and rods 60 may act. This partition, with a similar partition 7 3', forms a leakage chamber 74, having a drainageputlet at 75, back into the source of fuel supply (not shown). The outlet may be joined with a passageway 76 leading from drain 58. This connection is effected by means of a suitable fitting such as that indicated at 77. The provision of partitions 73 and 73, and leakage chamber 74 thus serves to divide the structure into three compartments, one above another; the fuel oil compartment above, the leakage chamber next below and the lubricating oil container for splash-oiling'the pump operating-parts below. This arrangement effectively prevents admixture of fuel and lubricant, and yet permits a compact assembly, in a common housng, of'all pump and governor apparatus sometimes located at different places around the engine, requiring different driving connections.

A manual control over the injection pumps is necessary in order to operate the plungers 39 to facilitate starting the engine, and also to render the injection pumps inoperative for stopping the engine. For these purposes I prefer some meanssuch as shaft 78 controlled by a lever 79 and carrying doubleended tappets 80. These tappets are so arranged that when the lever is placed in the neutral position the tappets are in out-ofaction position, as shown in Fig. 1. When shaft 78 is rotated in a clock-wise direction (Fig. 1) by lever 7 9, one end of the tappet 80 will contact with a shoulder 81 on the plunger 39, and by rotating the shaft further the plunger will be forced upwardly into the barrel 57 and fuel will be forced into pipes "68 and hence to the cylinder. The suction the cylinders. During the running of the en giriethe tappets 80 are returned to their neu- 1 tral position. When it is desired to stop the engine the shaft 78 is rotated in a counterclock-wise direction until the opposite end of- I tappets contacts with shoulders 82 on rods 60, thereby opening the suction valve and cutting off the fuel from the engine."

The tappet rollers may be carried in any suitable manner, such as by members 84, pivoted on pins 85 and having avcont-acting surface 86. Suitable springs 87 serve to keep these contacting surfaces in touch with the ends of tappets at all times. It will be evident that for multi-cylinder engines, the members 84 may be of different shapes in ordcr to facilitate the operation of the rollers when placed at various positions around the" crank shaft and operating cam. It is also evident that the same type of roller mechanism may be used for the actuation of the suction valve mechanism.

56, I haveshown a fuel supply pump having a plunger 90 operating in pump barrel 91. This preferably projects intochamber 56 and is provided with a pulsation chamber 92 in the pump body. .Liquid fuel is drawn into chamber 92 through an opening 92, a removable strainer 93, passageway 94 and suction valve 95 which may be of any suitabletype. The opening 92' is intended to be connected to a source of fuel supply (not shown). I

described. The removable plug 96 serves to retain a strainer 93 which is held in place by a spring 96". A plug 97-preferably serves as an adjustment means for valve 95. The out- 7 let from chamber 92 is preferably through outlet valve 98. which may be ofany suitable type, thence through passageway-99 in removable cap 100, conduit 101andstrainer 102. The strainer is preferably detachable with the cap. This construction facilitates inspection and cleaning and simplifies the asgembly. The fuel supply pump is preferably of such a capacity as to supply a surplus of fuel to chamber 56, the overflow passing out through drain 58. as described above.

The fuel supply pump plunger 90 may be operated by means of an eccentric 103 carried by crank shaft 23 and is preferably connected to rocker arm 104 by means of an eccentric strap 105 and a pin 106. The rocker arm 104 is pivoted on fixed pin 107 and may be connected to a connecting-rod108 through va pin 109. The rod 108 actuates the fuel pump plunger through a crosshead 110 and connecting pin 111, operating through parti: tion 73. I prefer to provide the crosshead 110 with an umbrella top 112 which serves as a leakage deflector to divert any leakage of fuel oil into chamber 74 from which it will be drained through opening 75, as described above. v

The container 55 is preferably provided with a removable cover 113 which may be-se cured in'place by bolts, such as 1-14. A lid I 115 may be provided on the cover 113. A

strainer 116 may depend from the lid and. is

, employed at times when the fuel level in sometime or when the engine is first started.

As a means for visualizing the oil level in chamber 56 a suitable glass or other gauge -may be attached on one side of container 55.

The operation of the fuelv supply and injection systems are thoughtto be apparent from the above detailed description of parts.

The normal running operation of the injection pumpconsists 1n the closing of suction valves 42 as described above through the agency of cam 41, roller 43, push rod '60,'e.tc., the return As a means for supplying fuel to chamber,

the plunger 39 is forced upwardly on its working stroke by cam 38, roller 43 androd 65, etc. Chamber 59 having been previously filled with fuel, at the time of closing of valve 42 this fuel is now expelled through discharge valve 67 into pipe 68 leading to a cylinder. Valve 67 is automatic in its operation. From the shape of cam 41'. as shown in Fig. 3, it will be seen that the suction valve 42 remains open during the greater part of the pump operating cycle. being closed only during the actual period of injection. Valve 42 is closed at some time during the upward. stroke of plunger 39, as determined by the governor. Tnjection begins when valve 42 closes. and ends when plunger 39 strikes by pass valve stem 70. Timing and governor control take place over the operation of the injection pump suction valve when the engine is running,

through the governor and a sleeve 35. as is described in the above mentioned copen-ding application covering the governor.

The fuel level in chamber 56 is automatical- 1y maintained by the rotation of shaft 23,

which imparts a movement to the eccentric 1 103, strap and rocker 104. Theseqparts cause the rod 103 to receive a reciprocating movement which in turn is 'imparted to crosshead and thence to plunger 90 of the fuel pump. The pulsation chamber 92 of the pump receives its supply from inlet 92' through strainer 93 thence through chamber 94 which communicates with the inlet valve 95. Fuel discharge at this point-takes place through discharge valve 98 into a passage 99, pipe 101 and strainer 102, thence into chamber 56. The height of drain 58 automatically determines a constant fuel level in chamber 56 and serves to drain the excess fuel back to the source through fitting 77, as previously de- 5 scribed. The level of fuel is thus always maintained above the injection pump inlet valves 42 and chambers 59 of the injection pumps. 1

It will be seen that the fuel supply system provides an arrangement which will automatically maintain-a fuel supply for the inj ection pumps at all times. The fuel supply pump requires only the eccentric 103 and its related parts for its operation. T he injection pump assembly as outlined in detail has been made as simple as possible and contains a minimum number of parts requiring practically no adjustment over along period of use. The objects declared above are thought to have been attained in this combined fuel system, which in experimental operation has proven simple, dependable and unusually economical.

- Although my invention consists largely in means forming with said housing an oiling compartment, a fuel reservoirdisposed above and spaced from the oiling compartment, an injection pump, an injection pump valve and operating means for said pump and valve, a fuel supply pump and operating means therefor, said pumps and injection valve being disposed within and substantially enclosed by the fuel reservoir, and said operating means extending below the fuel reservoir,'into said oiling compartment, and into driven relation with said shaft.

2. In combination within a housing about a shaft of an internal combustion engine, a fuel reservoir formed by an upper portion of the housing, a splash-oiling compartment in the lower portion of the housing, and spaced from the fuel reservoir, an injection pump and operating means therefor, a fuel supply pump and operating "means therefor, said pumps being substantially surrounded by, and in direct'fiuid connection with each other through said reservoir, said pump operating means extending below the fuel reservoir into said oiling compartment, and adapted to be driven by'said shaft.

3. In combination within a housing about an end portion of a shaft of an internal combustion engine, a fuel reservoir formed by the housing, a. plurality of injection pumps arranged in a row transversely of said housing, end above said shaft, and operating means for said pumps, combined stopping means and manually controlled injection pump actuating means, and a fuel supply pump and operating means therefor, said reservoir forming an enclosure around the supplyand injection-pumps, said operating means adapted to be driven from the enclosed portion ofsaid shaft.

4. In an internal combustion engine, a casing, a partition in said casing forming a lubricating compartment and a fuel compartment, a second partition in said casing'forming a leakage compartment in said fuel compartment, a shaft projecting into said lubricating compartment, a plurality of injection pumps, disposed in a row transversely of said housing and shaft, a cam carried by said shaft for operating said injection pumps, a fuel supply pump, each of said pumps being attached to said second partition, and substantially enclosed by said fuel compartment, and means extending through the other of said partitions for operating the injection pumps from said cam and shaft, and connecting said supply pump for operation by said engine shaft.

5. In an'internal combustion engine,.a casing a partition in said casing forming a lubricating compartment and a fuel compartment,

a second partition in said casing forming a \leakage compartment in said fuel compartment, and a shaft projecting into said lubricating compartment, lengthwise of the casing, a plurality of injection pumps, each including a. suction valve, said pumps being disposed in andenclosed by the fuel compartment, and arranged in a row transversely of the casing and shaft, and a fuel supply pump attached to said second partition and extending into said fuel compartment, and means extending through said first partition for operating the supply pump, injection pumps and suction valves, by means of said shaft.

6. In an internal combustion engine, a casing, a partition'in said casing, forming, with the walls thereof, a lubricating compartment and a fuel compartment therein, a second partition, spaced from said first named partition, a sliaft projecting into said lubricating compartment, a plurality of injection pumps attached to said second partition, said pumps beingarranged in line transversely of the casing and shaft, and extending into said fuel compartment, so as to be substantially surrounded by a body of fuel therein, a fuel pump attached to said second partition and I, extending into said fuel compartment, and

member common to the several injection pumps.

7. In an internal combustion engine, a casing, vertically spaced partitions in said casing, the lowermost partition forming a lubricating compartment and a liquid-fuel compartment in the casing, a shaft pro ecting ng into said fuel compartment so as to be substantially enclosed by the fuel compartment and surrounded by the fuel therein pump-operating means between each of said pumps and said'shaft, means for keeping the space between said partitions, substantially free of fuel, and for returning said fuel to the fuel compartment, and means extending through one ofsaid partitions for maintaining a constant level of oil in said fuel compartment' her, said cover constituting a removable en- 8.In an internal combustion engine in combination with a lubricating casing surrounding a shaftthereof, anenclosure forming a fuel chamber attached to said casing,

a plurality of injection pumps each in'cluding a valve, the pumps being mounted in a row transversely of the shaft and casing, and

enclosed by said fuel chamber, a fuel pump mounted in said chamber, means-for operating said pumps and valves by said shaft, including a cam common to the several injection pumps, and a cam common to the several injection pump valves.

9. In an internal combustion engine in combination with a lubricating casing surrounding an end of a shaft thereof, a removable cover for the casing, forming, with a wall portion of the casing, a fuel chamber thereabove, an injection pump, including a valve therefor, mounted in said fuel chamber, a fuel supply pump mounted insaid chamclosure for the fuel and injection pumps and serving .to maintain a body of fuel around said pumps, and means within the lubricating portion of said casing for operating said pumps and valveby said shaft, and a constant-level drain in said fuel chamber.

10. In an internal combustion engine, an injection pump, a suction valve therefor,

means for operating said pump and valve,

said valve and pump comprising a hand lever, a shaftattached to said lever and adapted to be rotated thereby, a double ended tappet attached to said ,rod and adapted to engage with said valve in one position of said hand lever and to engage with said pump in a different position of said hand lever.

12. In an internal combustion engine, an injection pump, a suction valve therefor, manually-controlled means for operating said valve and pump comprising a hand lever, a shaft attached to said lever and adapted to be rotated thereby, a double ended tappet attached to said rod and adapted to engage with said valve in one position of said hand lever and to engage with said pump in a different position of said hand lever, said hand lever being "adapted to take an intermediate position when sai appet is out of action with respect to both pump and valve.

13. In an internal combustion engine, a casing including a fuel chamber, a fuel supply pump in said chamber, a fitting carried by the casing and including an inlet passageway to said pump; a leakage compartment below said chamber, there being an outlet from said compartment in said fitting, associated with said inlet passageway. I v

14. In an internal combustion engine, a casin a fuel chamber above said casing, and

attached thereto, a shaft projecting into said casing, a fuel supply pump mounted within,

and arranged for delivery to said chamber, means for driving the pump from said shaft, a fuel leakage compartment within said casing below said fuel chamber, and an element forming a fuel supply passage to said pump and a drain passage from the leakage com partment. l

15. In an internal combustionengine, a cas ing, afuel chamber above said casing and carried thereby, a shaft projecting into said casing, a fuel pump for supplying said chamher and attached thereto, a fuel leakage compartment within said casing below said fuel chamber, a fitting attached to the casing and having a pump supply passage and an overflow passage therein, and means carried by said shaft for operating said pump.

16. In an internal combustion engine, a casing, a fuel chamber mounted above said casing, a shaft projecting into said casin a fuel supply pump mounted in said cham er and driven by said shaft, a fuel leakage compartment within said casing below said fuel ch amher, a fitting secured to the casing and com bining in a single structure, an inlet passageway to said pump, an overflow outlet'from said chamber, and a drainage outlet from said leakage compartment.

17. In an internal combustion en no, a cas-- ing, a fuel chamber associated wit said casing, a shaft projecting into said casing, a fuel supply pump in said chamber and arranged for fuel delivery thereto, a fuel leakage compartment within said casing below said fuel chamber, means, associated with an inlet pas sage of said pump, adapted to recover leakage fuel from said compartment, said means arranged to deliver the recovered fuel to the intake of said supply pump, an eccentric on said shaft and pump-operating means between said eccentric and said pump.

18. In an internal combustion engine, a case ing, a fuel chamber above said casing and at tached thereto, a shaft projecting into said casing, an eccentric on saidshaft, a fuel supply pump in said chamber and attached thereto, said pump adapted to supply an excess of fuel to the chamber,a leakage compartment Within said casing below said fuel chamber, means adapted to drain fuel from said leakage compartment, and forming a passage for excess fuel from said chamber, a pump-operating rod extending through said compartment, and connectingmcan's between said rod and said eccentric.

19. In an internal combustion engine, a casing, a fuel chamber above said casing and attached thereto, a shaft projecting into said casing, an eccentric on said shaft, a fuel sup ply pumpinsaid chamber and attached thereto, a fuel leakage compartment within said casing below, said fuel chamber, an overflow passage from the fuel chamber, extending into the leakage compartment, a pump-operating rod extending through said compartment,

connecting means between said rod and said eccentric, and deflecting means carried by said rod tending to prevent leakage along the rod to pointsbelow the compartment.

20. In an internal combustion engine, a casing,,'a fuel chamber above said casing and at tached thereto, a shaft projecting into said casing, an eccentric on said shaft, a fuel supply pump in said chamber and attached thereto, a leakage compartment within said casing below said fuel chamber, a pump operating rod extending through said compartment, a crosshead attached to said rod and working through the bottom of said compartment,

c connecting means between said eccentric and said crosshead, and fuel drip arresting means carried by said pump-rod adjacent the crosshead, tending to prevent leakage to points below the leakage compartment.

\ MORRIS J GOLDBERG. 

